Motor.



MOTOR.

APPLICATION FILED OCT. 24. 1910.

' Patented July 13,1915;

5 SHEETS-SHEET 1- 1,1.%5,969w i u l U I Patented July 13,1915.

5 SHEETS-SHEET 2.

T. P. BROOKE.

VMOTOR.

I APPLICATION FILED OCT. 24. I910. Lmfimfi m Patented July 13, 1915.

5 SHEETSSHEE]' 3.

Jill/677157 T. P. BROOKE.

MOTOR..

.APPUCATION FILED OCT. 24. 1910.

1 l@;5 @@9 Patented July 13, 1915.

5 SHEETS-SHEET 4.

III

rw@7w-, 7 W Eran/ 9 -T. P BROOKE.

. MOTOR.

, APPL|CAT|0N F|LED OCT. 24 1910. 191M690 i Patented July 13, 1915.

5 SHEETS-SHEET 5.

r V d learn r orrion.

THOMAS P. BROOKE,

FRANKLIN A. UMSTED, OF CHICAGO, ILLINOIS.

MOTOR.

Specification of Letters Patent.

Patented July is, 1915.

Application filed October 24, 1910. Serial No. 588,578.

To all whom it may concern: a

Be it known that I, THOMAS P. BROOKE, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Motors, of which thefollowing is a specification.

This invention relates to motors, and more particularly to aeronauticmotors.

It also has reference to improvements in internal combustion motors, andto motors of the rectilinear rotary type. 1

'One of the objects of this invention is to provide an improved motor ofthe rectilinear rotary type having means whereby the gyrational effectsmay be balanced and the objectionable gyroscopic forces par-. tially orwholly eliminated.

Another object of the invention is to provide an improved sectionalmotor adapted to have the sections thereof operated simultaneously, oroneindependently of the other without interfering with the eliminationof the destructive gyroscopic forces.

Another object is to provide an improved sectional motor adapted to haveone section thereof cooled while the other is in operation.

Another object is to provide an improved motor having means whereby thevalves may be controlled by centrifugal force.

Another object is to provide improved valve operating means and improvedmeans for providing positive and simple lubrication of the same.

Other and further objects will appear in the specification and bespecifically pointed out in the claims appended hereto, reference beinghad to the accompanying drawings exemplifying the invention, and inwhich- Figure 1 isa top plan view of a motor constructed in accordancewith the principles of the present invention. Fig. 2 is a section on theline IL-II of Fig. 1, showingthe cylinders and'crank case in elevation.Fig. 3 is a section on the line III-III, Fig. 1, parts beinginelevation. Fig. i is a section on the line IVIV, Fig.- 1, parts beingshown in elevation. Fig. 5 is a section on the line V-V', Fig. 1, or online V-V, Fig.

6. Fig.

6 is a section on the line. VL-VI, Fig. 5..

Fig. 7 is a section on the line VII- VII, Fig. 3. Fig. 8 is a section onthe line VIII-VIII, Fig. 7. Fig. 9 i'si-an end plan view. of one of thecylinders.

opposite directions It is the general practice at the present time inthe manufacture of aeronautic mo tors of the rectilinear rotary type,that is, those in which a plurality of cylinders are secured-togetherand'made to revolve about a fixed shaft with a fixed crank pin offsetfrom said shaft to produce a reciprocatory movement of the pistons insaid cylinders, to make these in single units. When therefore motors ofthis description are used for the propulsion of aeroplanes, great caremust be exercised by the aviator in changing the course of his machineto do so in a way which will not overthrow the machine entirely or wreckit by reason of the destruc tive gyroscopic forces which are encounteredwhen a revolving mass is moved forcibly from the plane in which it isrevolving. It is one of the important objects of this invention tocorrect this defect and to obviate these objectionable gyroscopicforces. This object is accomplished by experiment that when the motor isthusconstructed in oppositely revolving sections, the gyroscopic forcesof the two sections exactly counterbalance in such a way as to beentirely eliminated.

' The motor shown in the accompanying drawings comprises two sectionsdenoted generally by the reference numerals 1 and 2, which sections aremounted to rotate in comprise each a plurality of cylinders 3 disposedradially about said axis, as shown best in Figs. 2 and 3. By referenceto Fig. 3, the internal construction of each section of the motor may beunderstood. The cylinders 3 forming the left hand one of the twosections shown in Fig. 1 are shown in Fig. 3 as provided adjacent theaxis about which they revolve with ofi'set portions or shoulders 4,provided with inwardly turned flanges 5. Said flanges 5 are in the formof segments disposed in a circle about the axis of revolution and are sofitted and proportioned that the flanges 5 of the several cylinders makea continuous lateral flange for a purpose presently to be pointed out.

Between each pair of adjacent cylinders, project paired securing flanges6, by the aid of which the sections are secured" tog ther about the sameaxis and p by constructing the motor in two sections, which are held to-;.by means of bolt or other suitable fastenings 7 Extending over theshoulders 4 and flanges 5, (see Fig. 4) are a pair of oppositelydisposed cover plates or caps 8, which 5 form an air and gas tight crankcase. VVithin each cylinder 3 is reciprocably mounted a hollow piston 9(Fig. 4) which is operatively connected to a fixed crank pin 10, bymeans of a connecting rod 11. seen that the cylinders 3 revolve about a.fixed axis while the pistons 9 revolve about another fixed axis distanttherefrom, so that during the revolution said pistons 9 are forcedinwardly and outwardly relatively to the cylinders 3. lVithin eachpiston 9 is provided a passageway 12 connecting the explosion chamber 13between each piston and the outer end of a cylinder 3 with a gaseousmixture chamber within the cylinders on the inner sides of the pistons.In order to provide means for controlling the passage of gaseousmixture'into the explosion chamber 13, a valve 14 is in the presentexemplification adapted to open outwardly when the 2.5 piston 9 movesinwardly. For this purpose said valve 14 is provided with a valve stem15 reciprocably mounted in a spider 16 rigidly mounted within the wallsof the passageway 12. Upon the inner end, of the valve stem 15 isprovided a collar 17 and between it and the spider 16 is a second collar18, between which and the spider 16 is mounted ahelical spring 19whereby the valve 14 is lightly held to its seat when the motor is atrest. As shown best in Fig. 7,

the outer end of the connecting rod 11 is, pivotally secured by a pin20, within a pair of cheeks 21. Said cheeks are provided with a pair ofopenings or apertures 22 within which on pins 23 are pivotally mounted apair of counterbalancing levers 24, having balls .or weights on theouter ends thereof. Each lever 24 is provided with a nose projectingbetween the collars 17 and 18, so

45Fthat as the cylinder 3 revolves about the axis, the balls or weights25 tend to fly outwardly and to hold the valve 14 to its seat. -Theseballs or weights 25 are of such size as to slightly overbalance theweight of the valve 14, but of just a suitable weight to permit thevalve to open by suction when the piston moves inwardly to permit the entrance; of the gaseous mixture into the explosin chamber 13 during thelatter portion of the inward regular movement of said piston; The actionof each of the valves 14 is therefore controlled by centrifugal force.The outer end of each cylinder is provided with an aperture or opening(see Figs. 3 60 and 7) into which is threaded a plug 26 provided with acentral valve opening 27, the passage through which is controlled by avalve 28 having a valve stem 29 reciprocably mounted in a spider 30,between 65 which and a collar 31 on the valve stem 29 It will thus be.

is mounted a light action helical spring 32 which holds the valve 28 toits seat when the motor is dead. The plug 26 is provided with an annularenlargement 33, which is threaded to receive a threaded collar 34whereby a pair of parallel plates 35 are rigidly mounted on eachcylinder. Upon bearings pins 36 and 37 are mounted bent levers 38 and 39respectively, said bent lever 38 being provided with a pin 40 at theextremity of one arm and with a pivotally mounted roller 41 at theextremity of the other arm, said roller 41 bearing on the outer end ofthe valve stem 29. As shown in Fig. 9, the bent lever 39 'is providedwith a pair of arm 42 which pivotally engage the pin 40, the bearinglosses on the ends of said arms 42 being slotted as shown in Fig. 7. Inorder to operatively connect the lever 39 with the valve operatingmechanism, presently to be described, a rod 43 is pivotally connected atits outer end to said lever 39 and at its inner end is provided withmeans whereby it may be driven by the valve operating mechanism.

Referring now more especially to Figs. 1, 2 and 4, a base plate 44 hasrigidly mounted thereon a pair of pedestals 45 and 46 provided withco-axial bearings in the outer ends. lVitliin the bearings on the outerend of pedestal 46 is mounted a fixed shaft 47 which is keyed to thebearing by means of a pin 48 which passes through the bearing as well asthe shaft 47. The section 2 of the motor is rotarily mounted upon thefixed shaft 47, and the stub end projection 49 projecting from the upperend 50 of the central pedestal or support 51 and in a manner similar tothat .presently to be pointed out in connection with section 1 of themotor. Opposite to the stub end 49 is a second stub end 52 on which anda stub shaft 53 is rotatably mounted the section 1 of'the motor. Rigidlymounted on the extremity of the stubend 52 by means of a pin 54 is acrank arm 55 with an integral crank pin 56 projecting laterallytherefrom, said crank pin being provided on its end with a stud 57, bymeans of which it is secured to a crank arm 58, said crank arm beingintegral with asleeve 59 secured to the stub shaft 53 by a pin 60. Asshown best in Fig. 4, the stub shaft 53 is provided with a bushing 60interposed between it and aspool-shaped sleeve 61 provided adjacent thecrank case 1 with an attaching flange 62 whereby it is secured to thecover plate 8 and on its outer end with a flange 63 whereby it issecured to a coupling collar 64 on a power shaft 65. A bearing bushing66 is carried by the upper end of the pedestal 45, within which thesleeve 61 is journaled.

Referring now more especially to Figs. 5 and 6, each of the rods 43which are radially disposed along the several cylinders as supported androtated by instances be such. that one .mit the waste gases to fullyexhaust;

shown in Fig. 2, is reciprocably mounted in a packing gland 67 in anapertureprovide in the'outer cylindrical wall of the crank housing. Eachof said rods at'itsinner end is pivotally connected to a cam lever 68oscillably mounted on a pin 69 projecting inwardly from the wall of thecrank housing. Upon the other end of each cam lever 68 is provided a camblock 70, which slidably engagesan annular cam 71 provided at inter alswith cam lugs 72. As shown best in Fig. 5, the cam ring 71 is rotatablymounted upon, an annular track 73 secured to the inner face of the coverplate 8 of the housing. On its inner edge the cam ring 71 is providedwith internal gear teeth 74 meshing with a pinion 7 5 of a compoundgear, the larger gear 76 of which in turn meshes with a fixed sun gear77, whiclris preferably integrally formed with the sleeve 59. A pair ofpins 78 projecting from the cover plate 8 serve to journal the compoundgears 75 and 7 6. The cam ring 71 which is the smaller gears 7 5 is madeto revolve with the crank case. In the present embodiment of theinvention, the gears 7st and 77 bear the ratio of 2 to 1, while thepinions 7 5 being equal in diameter to one another are only one-half thediam-- eter of the larger gears 7 6 of the compound gears. It willtherefore be seen that as the cylinders are revolved about the fixedshaft carrying the studs or pins 7 8 with them, the gears 76 will. berevolved bodily in the samedirection and also rotate on the studs 78 inthe same direction, causing a corresponding direction in rotation of thepinions 75 and the cam ring 71, but the gears 76 being smaller than thesun gear 77 and the pinions 75 being still smaller than said gear andalso considerably smaller than the internal gear 7i, it follows thatwhile the internal gear tation and consequently rotates as fast as thecrank case, the additional rotation imparted to it by the train of gearsjust described for' each revolution of the cylinders is only a smallfraction of a complete rotation, that fraction in the embodiment shownin the drawings being one-fifth of the rotation as before described.However, what-. ever the gear ratio may be, it should in all of the camlugs will engage the cam block of each cylinder every other time thatcam block passes a given point, if the engine be a four-cycle engine. orevery third time it passes that point if it be a six-cycle engine, orevery time it passes such point if it be a. two-cycle engine. The gearratio is such as to make the cam lug remain in engagement with the camblock a sufiicient length of time to per- This is effected by thecomparative slow relative rate of travel f the cam lugs and the cam 74is carried by the crank case in its roblocks, which may be regulated tosuit the different motors by varying the proportions of the engagingfaces of the cam block and ram, thereby making themremain in contact agreater or less period of time. \Vhen this invention rotary type such asthat described, the centrifugal force acting upon the valve 28 and itsconnected parts would at highspeeds.

subject the cam blocks and the cam lugs 72 to undue strains. -To obviatethis, the contiguous ends of the levers 38, 39 are arranged between thefulcrum of the lever 38- and the power so that the centrifugal forcewhich tends to hold the valve to its seat directly'will by its actionagainst the con tiguous ends of the levers 88, 39 tend to resist thisforce a degree proportionate tothe speed of rotation. By properlyproportioning the weights of the levers 38 and 39, I

the intensity of the centrifugal action may be gaged to a nicety andmade justsufficient to hold the valve to its seat.

For the sake of convenience, let the five cam blocks be designated as A,B, C, D and E, respectively. lVith the parts in the position shown inFig. 6, the cam block A is raised to actuate the exhaust valvecontrolled by the rod 4-3 connected thereto. Thus each cylinder will beexhausted when the cam block-connected thereto is raised by one of thecam lugs 72. It will be observed by an ts applied to an engine of the vinspection of Fig. 6 that the cam block D p assuming that the cam ring 1rotates anti,- clockwise, is not engaged by the cam lug 72 when itarrives at the absolute position now occupied by the cam block A, but bythe time the next cam block, that is block B, arrives at this position,itwill have been overtaken by the other cam lug 72 and be actuatedthereby. The cam block E, like the cam block D, will pass the presentposition of the cam block A without actuation, but the next cam block Cwhen it arrives-at this position, will have been overtaken by the nextcamlug.

Referring now to Figs. 1 and 4:, the adjacent cover plates 8 of thesection of the motor have rigidly secured thereto bevel gears 7 9 and80, which mesh witha pair of bevel gears 81 to operatively connect thetwo sections of the motor. The bevel gears 81 are journaled upon pins 82which project laterally from the outer end of the central pedestal 51.As shown in Fig. 4, each of the journals :9, is hollowed interiorly topro- W'ltllf a passage tor the explosive mixtures I &

connected with the inlet passage 83, as shown.

in Fig. 4. In order to make it possible to operate each section of themotor independently, the passages 84 and 85'are provided with 3-wayvalves 87 and 88, respectively.

By this means, should it be desired to con sume fuel in only one sectionof the motor,

say for example section 1, the 3-way valve 87 may be turned into such aposition as will admit the carbureted air while the 3-way valve 88 cutsit off from'section 2 of the motor. On the other hand, should it bedesired to cease operating a section that has been in operation, the3-way valve or cook may be turned into a position as will cut off thecarbureted air from the section which it controls and connect up theinterior of the housing with a port 89 leading to the out- By having thevalve-operating mechanism mounted upon the inside wall of the coverplate 8 in a position directly opposite and in the line of dischargeofthe gaseous mixture into the crank case, it will be apparent that whena lubricant is introduced with the gaseous mixture the several parts ofthe valve operating mechanism will be thoroughly and continuouslylubricated, which is a feature of great lmportance in a motor of thiskind. Furthermore, the parts of this mechanism which require the mostlubricating, are disposed at some distance from the axis of revolutionso that centrifugal force I acts to throw the lubricant to them. It willbe evident that should it be necessary to gain access to the interior ofthe crank case, all

that is necessary is to remove one of the outside cover plates 8 whichhas a large portion of .the valve mechanism mounted thereon when theinterior of the crank case is open for inspection.

The operation of the motor will now be readily understood, and brieflystated is as follows: At each second revolution of the motor, anexplosion is produced in each cylinder by any suitable ignition meanssuch as a sparkling device 90 which may be connected in any suitablemanner, not shown on the drawings, with a magneto 91 which is mounted onthe upper end of the pedestal 51 and provided with a spindle 92 havingon its outer end a pinion. 93 meshing with a gear 94 on the back face ofone of the bevel gears 81. After each explosion in a cylinder, thepiston having been forced inwardly by the explosion, is again forcedoutwardly to expel the products of combustion through the exhaust portsand through the valve pa'scharge of carbureted mixture is transferred jpast the valve 14. Said valve 14 then closes automatically bycentrifugal force as soon as the suction ceases and the mixture is compressed on the next outward stroke of the a piston ready to be explodedon the next inward stroke. There being five complete explosions to everytwo revolutions of each section of the motor, there will be fivecomplete explosions for each revolution of the entire motor, so that thepower strokes will overlap in such manner as to produce a substantiallycontinuous torque on the power shaft. The sections of the motor runningas they do in opposite directions about the same axis, exactlycounterbalance each other in their gyroscopic effects. When one sectionof the motor 1s operating alone, cool,

pure air is forced through the working parts, thus cooling the restingsection and rendering unnecessary theemployment of radiation flanges orframes.

Another very important feature in connection with the present inventionisthat in virtue of which the valve operating mechanism is mountedentirely within the valve/ casing .where it is out of the way of dirt3.1;? grit, and also in the direct line of the i terior mixture of fueland lubricant.

What I claim is- 1. A11 internal combustion motor comprising a powersection rotating about an-axis in one direction and another sectionopposed thereto and rotating in theopposite direction, said sectionsbeing operatably and positively connected.

2. A motor comprising two power sections operable to generate powerindependently of each other, and mechanical means connecting them forrotation in opposite directions about the same axis.

3. A motor comprising two power sections rotatable about the same axis,and means for counteracting gyroscopic force develo )ed by theirrotation comprising gearing connecting the sections and causing them torotate synchronously in opposite directions.

positively 4. A motor comprising two power sections operable to generateto counteract gyroscopic force developed by sections to cause the idleone to rotate synchronously with and in I tion to the one generatingpower.

power independently I and rotatable about the same axis, and means '125either when generating power alone comprising, gearing positivelyconnecting the the opposite direcl ently.

5. An internal combustion motor comprismg a power sectlon rotating aboutitIl'fiXlS 1n one dlrection and another section opposed thereto androtating in the opposite direction, said sections being operatablyconnected, and means for introducing an explosive nnxture to saidsectlons independ- 6. An internal combustion motor comprising a powersection rotating about an-al ris in one direction and another sectionopposed 4 thereto and rotating in the opposite direction, I

" said sections being operatably connected,

and means for introducingan explosive mixture to said sectionsindependently, and" means for shutting off the supply to either of saidsections and admitting'atmospheric gether to -rotate in oppositedirections air to thesection thus shutoff.

7. An internal combustion aeronautic motor comprising paired sectlonsrotating 1nopposite directionsabout the same axis, each of said sectionscomprising a plurality of; radially disposed cylinders forming a.' c1o,sedj housing, a piston in each cylinder, sa1d-pis tons beingcooperatively connected and provided with valved passages therethrough,

and means for introducing an-explosive mu;-

ture into the housing betwensaid pistons. 8.. An internal combustionaeronautic motor comprising paired sections gearedtoabout the same axis,each of said sections comprising a plurality of cylinders rigidlyconnected to form a closed housing', a piston in fiopies er thia'patentmay be obtained for aeronautic motorembodying a fixed shaft, thecombination with a valve of a movable camblock carried by each cylinderabout said shaft, a cam mounted on said shaft and provided with aplurality of projecting cam lugs operatably. related to said cam'blocks,and means for providin 'a differential rotation of the cam blocks%etween the shaft and said cylinders.

10. In an aeronautic motor, thecombination of a fixed shaft, a pair ofmotor sections rotating about said shaft, eachof said sec plurality ofcylinders 'revoluble about a tions comprising a plurality of cylindersrigidly connected to form a closed-housing,-

a power shaft driven by said sections, a cam within said housing, aplurality of cam blocks mountedon each section, cam blocks being 'movedinto and out of en gagement ,with the cam during the rotation of saidsections at as eed of'rotation diflereach of said ent thanthat of tiresaft,and a valve operatively connectedv to eaclrcjam block.

11 In an aeronautic mcitor, the combination of a fixed shaft, a pair ofoppositely to said sections, a p urality ofcam locks 'g rotatable motorsectionscarried by said-- shaft, each of said? sections comprising a Iplurality of cylinders rigidly connected to I form a closed housin apower shaft cared I mo-vabl-y mounted on each section, a cam within saidhousing and operated b said power shaft, said cam being provide withlugs movable intoand out of engagement with said cam blocks, and a valveoperatably connected to each cam block.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribingDWitnesses, on this 21st day i of October, A.1910. I

THOMAS P. BROOKE. Witnesses:

FRANCIS A HorKINs, CHAS. H. SEEM.

five cents each, by addressing the "Commissioner of li'a'tenta,Washington, D. G.

